Rerailer



Feb. 19, 1946. c, R; DUKE I 2,395,175

RERAILER Filed Jan. 23, 1945 3 Sheets-Sheet l I INVENTOR. (MW/"0E0 far/75w 00%;",

c. R. DUKE Feb. 19, 1946.

RERAILER Filed Jan. 23; 1945 3 Sheets-Sheet 3 50 w ,4; if

I INVENTOR. CEQWFOEO Barf/40 004 5,

7 BY; 5 glib/"neg Patented Feb. 19, 1946 RERAILER Crawford Rayfield Duke, Chicago, 111.

Application January 23, 1945, Serial No. 574,061

1 Claim.

This invention relates to a rerailer especially adapted for rerailing standard gage cars on blast furnace stock bin trestles.

The construction of the tracks on the trestle is such that the ordinary portable rerailer is not Suitable since the rails, instead of being fastened to ties, are fastened to longitudinal girders and ross beams which are several feet apart. Heretofore, derailed cars on the stock bin trestles were rerailed by using the ore bridges, and in some instances where the derailed car was not under the ore bridge, it was necessary to obtain a railroad crane. Both of these methods are slow and costly since the ore bridge or crane is not always available.

It is an object of my invention to provide a rerailer which is easy to handle and may be detachably secured to the rail.

This and other objects will be more apparent after referring to thefollowing specification and attached drawings, in which:

Figure 1 is a perspective view of the rerailer in place on the rails;

Figure 2 is a plan view of the inside rerailer;

Figure 3 is a side elevation thereof;

Figure 4. is a rear elevation thereof;

Figure 5 is a sectional view taken on the line V-V of Figure 3;

Figure 6 is a plan view of the outside rerailer;

Figure '7 is a side elevation thereof;

Figure 8 is a rear elevation thereof; and

Figure 9 is a sectional view taken on the line IX-IX of Figure 7.

Referring more particularly to the drawings, the reference numerals 2 and 4 indicate the rails of a track, the rails being supported on longitudinal'girders 6 and cross beams 8 which are spaced several feet apart. For rerailing the car wheels there is provided an inside rerailer l0 and an outside rerailer 12 which are of substantially the same construction.

When a car is derailed to the right, as shown in Figure 1, the inside rerailer I0 is placedover the rail 2 and the outside rerailer I2 is placed over the rail 4. Each rerailer has a ramp l4 sloping upwardly from one end thereof to a point adjacent the top of the rail. On the side of the ramp away from the rail is a side guard l 6 which approaches the rail as it nears the top of the ramp, thus guiding the derailed car wheel toward th rail while preventing it from falling off the ramp. The top of the ramp of the inside rerailer l0 need not be as high as the top of the ramp of the outside rerailer I 2 since the flange of the inside Wheel 20 need not be lifted over the rail whereas the flange of the outside wheel 22 must be lifted over the rail to the inside thereof. The wheels 20 and 22 are connected by the usual axle 24 and have journals 26 on the outside of the wheels. Each rerailer has a flat portion 28 which rests on top of the rail and is connected to the ramp I4 by portion 30. Extending downwardly from the flat portion 28 is a substantially vertical portion 32 which is connected to a substantially horizontal portion 34. The lower portion of the ramp is provided with a downwardly extending flange 36 which is used to anchor the rerailer in a manner which will be explained below. The forward end of the rerailer is provided with a reinforcing rib 38 which extends downwardly and has its bottom shaped like the top of the rail flange as shown at 40 to rest thereon. If desired,

a rib 42, attached to the portion 30, may be provided at the rear end of the rerailer and its bottom part shaped in the same manner as rib 38 in order to rest on top of the rail flange. Additional reinforcing ribs 44, 46 and 48 may be provided beneath the rerailer. The rerailer is provided with handles 50 and 52 on each side thereof to facilitate handling.

In operation, the rerailer I0 is picked up by two men, each grasping one of the handles, and carried to a position near the derailed car wheels. Since the footing is precarious, the handles are necessary to prevent injury to the workmen. The rerailer is turned upwardly at an angle of about as shown in dotted line in Figure 5, with the head of the rail between the inside edge of portion 34 and the ribs 38 and 42. The rerailer is then swung downwardly to a horizontal position, as shown in Figure 5, the ribs 38 and 42 resting on top of the rail flange to hold the rerailer in its desired position. The lower end of the ramp l4 rests on a cross beam 8 with the flange 36 extending downwardly over the beam to prevent longitudinal movement of the rerailer. It will be seen that the portions 28, 30, 32 and 34 fit snugly around the rail head to clamp the rerailer in place on the rail while the portion 34 prevents upward movement thereof. The inequalities of the rail are such that there is ordinarily no longitudinal movement of the rerailer, but the flange 36 is used to'positively prevent such movement. The rerailer Ill having been put in place, the rerailer I2 is placed over the rail 4 in the same manner as rerailer Ill is placed over the rail 2. The derailed car is then moved toward the bottom of the ramps [4 and the derailed Wheels contact and move upwardly thereon. The car wheels are guided toward the rails by means of the guards I6 as they move upwardly on the ramps and after reaching the top .of the ramp are positioned directly above the rails on the 'rerailers from which they drop onto their respective rails. While especially adapted for use with rails having no cross ties, it will be apparent that the rerailers could be used with rails supported on the usual cross ties. In this case the ribs 38 and 42 are not necessary, but are helpful in supporting the rerailers.

While one embodiment of my invention has been shown and described, it will be apparent that other adaptations and modifications may be made without departing from the scope of the following claim.

I claim:

A rerailer comprising a ramp sloping upwardly from one end thereof to a point adjacent the top of the rail, a guard on the ramp on the side away from the rail, said guard approaching the rail as it nears the top of ramp to guide the wheel toward the rail, a flat portion resting on the top of the rail, a substantially horizontal portion fitting snugly under the rail head on the side opposite the ramp, means closely fitting the outside of the rail head for connecting the flat and horizontal portions, a portion connecting the ramp and flat 15 flange on the same side as the ramp.

CRAWFORD RAYFIELD DUKE. 

